This Directive allows Member States to introduce a microchip if they
wish. Of course data protection rules have to be respected and future
interoperability has to be guaranteed, thus needing further legislation through
comitology procedure.

The stand-alone functioning of the driving licence
has been guaranteed, meaning that all essential information will figure in
writing on the document and that for instance a non-functioning microchip does
not lead to non recognition of the driving licence.

Validity periods

Member States fix the validity periods individually, leading to totally
differing systems and 110 driving licence models in circulation

Validity periods

Validity periods will be harmonised for all new licences issued after
the date of application of this Directive:- 10 years validity for driving
licences for motorcycles and cars (with a possibility for Member States to raise
the validity period up to 15 years)- 5 years validity for driving licences
for trucks and buses

Driving licences in circulation

The number of models valid and in circulation was still increasing due
to the absence of harmonised validity periods.

Driving licences in circulation

All new licences will have a limited validity; all old models will be
phased out: 26 years after the date of entry into force they will have to be
replaced.

Acquired rights

These were difficult to guarantee due to so many different models and
underlying national legislations, sometimes dating back decades

Acquired rights

Are explicitly guaranteed again in this Directive and will in practice
be facilitated through the further harmonisation of the licence model and the
phasing out of old models

One holder, one licence

This principle was difficult to guarantee due to the absence of
advanced communication facilities between authorities, as well nationally as
internationally.

One holder, one licence

The setting up of a driving licence network, ensuring the communication
between authorities in different Member States, will allow this principle to be
applied.This, in combination with the regular renewal of licences, should
reduce the number of duplicates that are issued for loss or theft and should
also prevent the issuing of licences to persons being banned from driving in
another Member States.

Road safety

Progressive access

Progressive access to motorcycles is for the first time
introduced.

Progressive access

Progressive access to motorcycles is further refined in view of the
accident figures that have been getting steadily worse.The principle is
extended to trucks and buses, aligning this Directive with Directive 2003/59/EC
on training of professional drivers.Member States are allowed to impose a
reduced validity for novice licence holders, who are particularly vulnerable,
thus allowing for a stepped-up approach for cars as well.

Mopeds

Mopeds were not included. This led to frequent problems for citizens
living close to the border with another Member State, for citizens taking up
residence in another Member State and for citizens wishing to rent a moped
during their holiday abroad.Moreover, moped riders are amongst the very
vulnerable road participants.

Mopeds

Mopeds will be included: a new category AM is created. A theory test
will have to be passed and Member States may impose a practical test if they
wish (which is current practice in quite a few Member States today).

Directive 91/439/EEC

Future Directive

Motorcycles

A first model for progressive access is introduced, allowing access to
the most powerful bikes either directly at the age of 21 or after gathering 2
years of experience on bikes limited to 25 kW as well as 0.16kW/kg

Motorcycles

In view of the statistics showing an increase in the number of
motorcyclists involved in accidents, a more sophisticated progressive access
model is introduced, that will take into account age, experience, training and
testing. The new Directive tries to strike a balance between these different
factors:

When progressing from one to category to another, meaning from a less
powerful motorcycle to a more powerful one, only once a theory test is imposed;
furthermore, only one practical test is mandatory; however, Member States are
free to check the experience gathered either through a test or through training:
this should alleviate the burden for those changing category;

The vehicle definition of the medium-powered category A2 has been widened
and thus a wider range of bikes are available for these riders; the category
thus becomes a real main category in opposition of category A limited
today;

Direct access to the most powerful bikes has been fixed at the age of 24
(instead of 21 today)

Member States are free to allow direct access, but can also make progressive
access obligatory

Driving licence categories

The definition of these categories were based on vehicle
characteristics but were not aligned on other EU legislation

Driving licence categories

The definition of these categories will be aligned on EU type-approval
legislation

Cars (category B)

Combinations with a trailer of more than 750 kg are allowed as long as
the maximum authorised mass (MAM) of the trailer does not exceed the unladen
mass of the towing vehicle and the combination does not exceed 3500 kg

Cars (category B)

Combinations with a trailer of more than 750 kg are allowed up to 4250
kg when:

Respecting type-approval rules

Passing a training and/or a test for combinations between 3500 and 4250
kg

Directive 91/439/EEC

Future Directive

Cars (category B+E)

No weight limit for trailers in this category leading to very long and
heavy combinations within this category

Cars (category B+E)

A weight limit of 3500 kg for trailers in this category is introduced.
Combinations with trailers exceeding this weight will fall in category
C1+E

Trucks and buses

Subcategories C1 (trucks up to 7500 kg) and D1 (buses up to 17 seats in
total) were introduced only in slightly more than half of the Member
States.The definitions were based on the availability of seats (possibly a
12 meter buss with a few seats could be driven by a category B or D1 licence
holder.

Trucks and buses

Subcategories C1 and D1 will be mandatory, making it possible to align
this Directive on Directive 2003/59/EC for training on professional drivers and
thus to create progressive access.The definitions will be based on the
capacity to transport a certain number of passengers.

Medical check for truck and bus drivers

The Directive obliges Member States to introduce regular checks but
does not define at which intervals thus leading to different practices and
distortion of competition.

Medical check for truck and bus drivers

The Directive obliges Member States to introduce regular checks at the
moment a driving licence is renewed. The means of carrying out these checks are
left to the Member States but shall guarantee the correct application of the
Annex III on fitness to drive.It has to be pointed out that no regular
medical checks are imposed upon car and motorcycle licence holders.

Examiners

No specific rules for examiners apart from the obligation that the Member
State should monitor and supervise the work of driving examiners.

Examiners

Detailed rules are adopted for the initial qualification, the quality
assurance and periodic training of driving examiners taking practical
tests.